Transmission gearing



March 30, 1937. NIKA TRANSMISSION GEARING S Sheets-Sheet 2 YE il 0,

Filed March 16, 1954 VE/VTOE Lou/s /I///r 4.

lfnlllll ATTOP/VEYS March 30, 193.7. NlKA TRANSMISSION GEARING 3Sheets-Sheet 3 Filed March 16, 1954 U Y T w M VM W W A w 0 A Q PatentedMar. 30, 1937 UNITED STATES TRANSMISSION GEARING Louis Nika, New York,N. Y.

Application March 16,

7 Claims.

This invention relates to new and useful im-.

provements in power transmission gearlngs, and more particularly itpertains to transmission gearings of the speed changing and reversedriving type. In the present application, the invention is illustratedin a transmission gearing which is in part selective and in partprogressive in its speed changing operation. It is to be understood,

however, that the invention is not limited to transmission gearings ofthe progressive, .selective or other types.

It is the object of the present invention to improve the constructionand mode of operation of transmission gearings, and so to construct such5 devices that their operation will be materially simplified.

Many transmission gearings as at present constructed, and particularlythose employed in automotive vehicles are difficult of operation 20without a so-called clashing of the gears. This clashing of the gearsresults in achipping of the gears and often in even the more seriousdamage of stripping or partial stripping of the gears. Furthermore,transmission gearings as often con- 35 structed are noisy in operation.

A feature of the present invention resides in a novel-construction andarrangement of parts whereby the driving gears of a transmission whetheroperative or inoperative as driving or 30 driven gears, are at all timesin mesh, thus eliminating the necessity of effecting an intermeshing oftwo or more gears to obtain a change in the speed or direction of drive.

Another feature of the invention resides in a 5 novel construction andarrangement of parts whereby a cushioned driving connection between vthe driving element and the driven element is obtained when changingfrom the lower speeds ,to the higher speeds and in initial starting inthe v 4 low speed.

Still another feature of the invention resides in a novel constructionand arrangement of parts whereby, although in the lower speeds and inthe reverse drive the several changes are selective and manuallycontrolled, the driving connection to drive at sci-called high speed, isdirect in its drive and is automatically controlled.

' Still another feature of the invention resides in a novel constructionwhich provides an emergency low speed forward driving connection which,although ordinarily not in use, may be employed at will when road orload conditions seem to warrant.

Still a further feature of the invention resides in a novel constructionwhereby the operating 1934, Serial No. 715,818

driving connection is effected by means of a fluid such-as oil or thelike which in accordance with the present invention, is circulatedfreely throughout the transmission mechanism when the several partsthereof are in their neutral or 5 non-driving positions and which ischecked in its flow to eflect a driving connection between the drivingand driven parts of the transmission.

Other features of the invention relate to certain novel and improvedconstructions, arrangements and combinations of parts hereinafterdescribed and particularly pointed out in the claims, the advantages ofwhich will be readily understood and appreciated by 'those' skilled inthe art.

The invention will be clearly understood from the accompanying drawingsillustrating the invention in its preferred form and the followingdetailed description-of the constructions therein shown.

In the drawings, Figure "1 is a view showing a transmission mechanismconstructed in accordance with the present invention, 'the casing of thetransmission being illustrated in longitudinal section, with theinternal parts shown in elevation,

Figure 2 is a substantially central longitudinal sectional view on anenlarged scale, showing the several parts in their neutral position,

Figure 3 is a transverse sectional view taken substantially on the line3-3 of Figure 1,

Figure 4 is an enlarged detail sectional view, Figure-5 is an enlargedfragmehtary view showing the parts, partly'in section and partly inelevation, the parts shown being illustrated in high speed drivingconnection,

Figure 6 is a vertical sectional view, taken substantially onthe line6-6' of Figure 5, and

Figure 7 is a detail sectional view taken substantially on the line 1-1of Figure2'. Referring by referencecharacters to the accompanyingdrawings, wherein I have illustrated one type of transmission in whichmy invention may be embodied, the reference character ill,- designates acasing having end walls I l and II, which are preferably removable andwhich may be se- 5 cured in position to close the ends of the casing Iby suitable fastenings l3, herein illustrated as cap screws. A drivingshaft designated ll, leads intothe casing preferably through the endwall II, and, on its inner end, this driving shaft is provided with adriving gear, l5. This driving shaft 14, may be supported in a bearingl6, preferably of the anti-friction type suitably mounted in a bearingseat IT, in the end wall ll, of the casing.

A stuffing box I8, is provided at the point where .the driving shaft I4,enters the end wall I I, of

the casing.

Leading into the casing I0, through the end wall I2, thereof, there is adriven shaft I9, which may be supported at the'end wall- I2, by anantifriction bearing 20, mounted in a bearing seat 2|, in the end wallI2. Astuffing box 22, may be employed at the point whr\th e driven shaftenters the end wall I2 of the casings This driven shaft I9, may besuitably? connectedto any mechanism which it may be desired to drive. Thinner end of this driven shaft is designated 23, and as shown, ispreferably supported by an anti-friction bearing 24, carried by a.bearing seat 25, formed in the gear I5, of the driving shaft I4, itbeing understood that when this construction is employed, the drivingshaft and driven shaft are arranged in axial alinement.

A countershaft 26 extends throughout 'the length of the casing I0, andis supported at its ends in anti-friction bearings 28 and 29, carriedrespectively by the end walls II and I2 of the casing. The ends of thecountershaft 26 may be enclosed by removable cap plates 30. Keyed to thecountershaft 26, there is a countershaft driving gear 3|, which mesheswith the gear I5 of the driving shaft I4. By these two gears I5 and 3|,the countershaft 26 will be driven at all 30 times when the drivingshaft I4 is inoperation.

The countershaft 26 is hollow except, for a central partition 32, whichserves to divide the hollow countershaft into two chambers 33 and 34.The chamber 33 has four series of ports 35 which lead preferablyradially through the countershait, said series reading from right toleft in Figure, 2, being designated 35, 31, 39, and 4|. The chamber 34has five series of ports which are similar to the ports of the chamber33, and reading from left to right in Figure 2, these series of portsare designated 36, 38, 40, 42, and 44. -A collar 43, slidably mounted onthe countershaft 26 and provided with a series of ports is adapted tocontrol the opening and closing of 45 ports 35, and 36, in amanner andfor a purpose to be hereinafter described.

The ports 4| are adapted to be opened and closed by means of a suitablecheck valve 46, forced to a seat 41, by a coil spring 48, the ten- 0sion of which is regulated by a plug 49, having threaded engagement asat 50, with the interior of the counter shaft 26-. The ports 40 and 42,are opened and closed by means of a collar 5|, which is slidable on thecountershaft 26 by a crank 52,

mounted on a shaft 53.

The crank or lever 52, may be rocked by an operating rod 55, which isconnected to a crank 54, also con'nectedto the shaft 53. .An operatingrod 55 extends through the end wall II of the casing, at which point astufling box 56 may be provided. The operating rod is connected to thecrank 54, and it will be obvious that either a push or a pull will rockthe shaft 53, and the crank 52, to slide the collar 5|, respectively tothe left or right depending upon the force exerted upon the operatingrod 55.

Within the chamber 34, and preferably at a point between the two seriesof ports 40, and 42, there is a bushing 51, having a reduced passage 58.A needle valve 59, has a tapered end for reception in the reducedpassage 50, to close the same. This needle valve is maintained normallyin passage closing position by means of a coil spring 60, interposedbetween a shoulder 6I, on

- the needle valve and a plug 62, threaded in the gear 16.

countershaft 26, at 63. By adjustment of the plug 62, the tension of thespring 60, may be varied to determine thepressureat which the needlevalve will unseat to open the passage 58.

The reference characters 10, and 90, designate housings which are freelyrotatable about the countershaft 26, these several housings beingmounted upon roller bearings 1|. Each of these housings is provided witha plurality of open ports 12, which establish communication between theinterior of the housings and the interior of the casing I0. Secured tothe housing 10, there is a gear 13,

an this gear meshes with a gear 14, keyed to the driven shaft I9. On oneside of the housing 80. there is e e r 15, which meshes with a gear 16,

'loosely mounted on the driven shaft I9, and held in position between acollar 11, and one end of a spacing sleeve 16it Upon the other side ofthe housing 80, there is aigear I9, which meshes with a gear 8|, alsolooselyiwnounted on the driven i shaft I9, and retained between theopposite end of the spacing sleeve 18, ancla collar 82. These gears maybe selectively operatively connected to the driven shaft I9, by a clutchcollar 83, which is moved along the driven shaft I9, by a crank 84,operated by a shaft 85. The clutch collar 83, is of the overrunningtype, it being recessed as at 86, in which is mounted a roller 81. Therear wall of the recess 86, is inclined in such a manner that the speedof the shaft I9, may exceed that of the clutch collar 83. When,.however, the speed of the clutch collar 83 exceeds that of the drivenshaft I9, a wedging or biting action between the roller 81, the clutchcollar 83, and the shaft I9, will result and the shaft will be driven.The shaft 85, by which the crank 84 is operated, is rocked by a handlever 86, which when in the position A, in Figure 1, moves the clutchcollar 83 into operative driving connection with the When the lever 86is in the position designated B, in said figure, the clutch collar 83will be in its neutral position, the clutch collar 83 being operativelyconnected with the gear 0|, when the lever 16, is in the position C.Secured to the housing 90, there is a driving sprocket I03, and carriedby the driven shaft I9, in alinement with the driving sprocket I03,there is a driven sprocket I04, which is keyed to the shaft I9. Passingaround these sprockets there is a driving chain I05.

Mounted'in each of the housings 10, 80 and 90, there is a fluid circulating device, and these fluid circulating devices are numberedrespectively I 00, IOI, and I02.

The fluid circulating device I00 consists of a mainbody portion,(see'Figure 6) I06, which is circular in form. This main body portion iskeyed to the countershaft 26, and is concentric therewith. At that pointwhere it engages the countershaft 26, it isformed with an annularchamber I01, and the ports 31, of the countershaft 26, establishcommunication between the chamber.33 of the countershaft, andthe'chamber I01, is more clearly shown in Figure 2. The body "portion I06, of the fluid circulating device I00, is relatively thick and isprovided with two series of fluid impelling pistons. In the presentembodiment of the invention, each series of fluid impelling pistonsincludes three pistons which are spaced thereby distributing themequally around the circumference of the fluid impelling device. Byreference to Figure 6, it will be apparent that the fluid impellingpistons'of each series are arranged centrally with respect to those endwith a roller I09, which has rolling contact 10 with the innerperipheral face of the housing.

This inner peripheral face of the housing is provided with two camtracks I I and III, which are excentric with relation to the axis of thecountershaft 26, and the housing I0, and as best illus- 5 trated inFigures 5 and 6, the high points of these cam tracks H0 and III, arespaced 180, or dia-q metrically opposite each other. The rollers I09, ofthe pistons I 08 have rolling engagement with their respective camtrack, and although I have elected to show rollers on the outer ends ofthe pistons,

. they may be dispensed with entirely or instead, I mayemploy a ball, oreven a curved face shoe upon the ends of the pistons.

Each piston is mounted'for reciprocating move?- ment in a cylinder I I2,and interposed between the inner end of each piston and a wall of thecylinder .in which it is mounted, there is a coil spring II3, whichforces the piston outwardlyof the cylinder and maintains its outer endin engagement with its respective cam track of the housing. a Eachcylinder I I2, has communication with a chamber I I4, by means of apassage I I5, and each chamber I I5, has communication with the chamberI01,

heretofore mentioned, through a passage H6,

maintained normally closed by a spring actuated check valve 1.

The outer wall of each of the chambers I I4, may be in the form of aplug I I8, which has threaded engagement with the body portion I06, ofthe fluid 4,0 circulating device. Each of these plugs has a plurality ofopenings I I 9, and these openings serve to establish communicationbetween the interior of the chamberI I4, and the interior of the casingI0. For controlling this communication between the interior of thechamber H4, and the casing I0, I employ a valve I20, which seats at I.This valve I 20, is carried by a valve stem I22, the inner end of whichis mounted in. a recess i23, the outer end I24 of the valve stemextending through a spider I25, which bridges the opening I I9. A coilspring I26, operates to urge the valve I20, in the direction of the seatand the valve I20, is unseated in a manner to be later described. Uponthe. interior of the housing I0, there are two cams I21, and they are soarranged that as the fluid circulating device and its housing moverelatively to each other, the cam tracks will operate the several valvesto move them to open position against the tension of their springs, thesprings serving to return the valves to their seated position as theends I24, of the valve stems pass over the high points I28, of thecams.The cams I21, are so positioned with respect to the cam tracks H0, andIII, that as the latter force the pistons inwardly, the valves will bepermitted to close,- and when the pistons move outwardly on the suctionstroke, the valves will be opened, thereby to-permit of free pumping andcirculation of the fluid. The fluid circulating device I0 I issubstantially the same in construction as the one just described. Itdoes, however, have butone series of fluid impelling pistons instead oftwo, and is, therefore, smaller than the fluid circulating device I00.The fluid circulating device I02 has but one 75 fluid impelling pistonI08. Diametrically opposed with respect tothis piston thereis a springpressed relief valve I30 forced to its seat by a spring I3I, the tensionof which, and consequently the pres.- sure at which the valve will.open, may be adjusted by a threaded plug I32.'

.I will now describe the operation of the device.

In Figure 2, of the drawings, the. several parts are illustrated intheir neutral position, that is to say, that although the driving shaftmay be operating with the parts in the position in which they are shownin said figure, there, will be no driving of the driven shaft.

The driving shaft being rotated in the direction of the arrow D, thecountershaft 26will be driven through the medium of the meshing gearsI5- and 3|. drives the'several fluid circulating devices in theRotation. of the countershaft 26,

locking of the gears to effect a driving of the I a. driven shaft I9. I

To effect a driving of the driven shaft I9, in the forward direction,the operating rod 55, is moved to the right in Figure 2, rocking theshaft 53, and moving the collar 5I, to position to close the ports 40.'Im nediately'the-ports 40 are closed, free circulation of the fluid bythe fluid circulating device IOI, is checked, and consequently, the

fluid being non-compressible, a fluid couple is established between thefluid circulating device I0 I and its housing 80, and said housing willbegin to rotate with the fluid circulating device IOI'. As the housing80, rotates, the gear I5, gear .16,

and clutch collar 83, will cooperate to drive the' driven shaft I9. Asthe driven shaft I9 rotates, it rotates the housing I0, of the fluidcirculating device I00 through the medium of the gears 14 and I3.

Carried by the housing 10, there are-a plurality of governors I40,preferably of the centrifugal type and as th'houslng -'I0, begins torotate, these governors I40 operate tomove a collar I4I to position toclose the ports 39. As soon as the ports 39'areclosed, free circulationof fluid by the fluid circulating device I00 is checked. Immediatelythis takes place, a fluid couple is established between the ,fluidcirculating device I00 and its connecting the driven shaft directly tothe driving shaft for" driving the driven shaft at high speed.

This Idirect coupling of the driven shaft with v the driving shaft isaccomplished in the following manner. The collar I has a largeflangelike portion I42, which is positioned in an annular groove I43- ofa clutch element I44, keyed to the driven shaft I9, and having clutchfa'ces I45.

These clutch faces I45 are adapted to engage clutch faces I46 on thedriving gear I5. as the memberI42 is moved to the extreme left positionbythe. governors I40.

When the driven shaft I9 is driven directly by the driving shaft I4, itis of course driven at its highest rate of speed and consequently, thefluid circulating device I00, since it cannot rotate by reason of theports 39, being closed, will rotate with the housing 10 as a single unitso long as the driven shaft is driven by direct connection to thedriving shaft. If, however, the speed of the driving shaft is reduced,the governors I40, will act to uncouple the direct drive of the drivenshaft by the driving shaft, but so long as the ports 39 are maintainedclosed and free circulation of the fluid by the fluid circulating deviceI00 is prevented, the driven shaft will be driven by the gears 13 and14., On the other hand, while this last described condition exists, ifthe speed of the driving shaft is again materially increased, the directdriving connection will again be automatically established. It is to beunderstood that as soon as the driving of the driven shaft is started bythe gears 13 and 14, the collar 5I will be returned to the position inwhich it is shown in Figure 2, the ports will be opened and freecirculation of the fluid by. the fluid circulating device IOI will againbe established and the fluid couple between the same and its housing 80,will be destroyed. It is also to be understood that ployed as a speedchange or transmission gearing 40 for passenger automobiles where theloads are comparatively light, the normal position of the clutch collarwould be in engagement with the j gear 8I. Under such conditions,initial driving of the driven shaft I9 would be by the gears 19 and 8I,in the manner heretofore described.

To drive the driven shaft I9 in the reverse direction, the operating rod55 is moved to the left in Figure 2, which rocksthe crank or lever 54,to move the collar 5I to position to close the ports 42, and when theseports are closed, the free circulation of fluid by the fluid circulatingdevice I02 is checked, and a fluid coupleis estab lished between thefluid circulating device I02 and its housing 90. When the fluid coupleis established between the fluid circulating device I02 and its housing90, the housing is driven, driving the sprocket I03, and through themedium of the 'chain I05, and sprocket I04, the,

driven shaft is'rotated in the opposite direction to thatin which it isdriven by either the-direct drive or the gears 13, 15 or 10.

The invention ishere in illustrated as embodi d in a transmissiongearing for .motor vehicles, and

in Figure l, I have illustrated in a somewhat diagrammatic manner, anarrangement of parts whereby the operating rod 55 may be operated. Insuch an embodiment of the invention, a foot pedal I 50, which wouldreplace the ordinary clutch pedal, would be employed. This foot pedalI50, is pivotally mounted as at I5I, and has an elongated eye or linkI52, which extends to points upon opposite sides of I the pivotal pointI5I. The foot pedal may be connected to the operating rod 55 by a linkI53, one end I54 of which operates in the eye or link I52, of the footpedal ISG, the other end being pivotally connected to the operating rod55, as at I55. With these parts in the position in which they are shownin Figure 1, pressure upon the foot pedal I50 will effect a movement ofthe operating rod 55, to the right and move the collar 5I to position toclose the ports 40, to effect driving in the forward direction.

operated by a crank I51, operated by a lever I58.

In automobile installations, I also provide a construction whereby freewheeling may be had, and I will now describe this particular phase ofthe invention.

Referring to Figure 2 of the drawings, the reference character I50designates a pipe line which is connected to the fuel line at anysuitable point between the carburetor and the motor, preferably theintake manifol of the motor. This line is provided with a s table valveI6I, by which it may be rendered inoperative. This line I50 leads to acylinder I62, in which there is a piston I63, having a relatively longpiston rod I64, which preferably extends through a supporting block orbearing I65. This piston rod operates an arm I56, which in turn operatesthe-collar 43-; Interposed betweenthe arm I66, and the bearing block I55, I employ a coil spring I61, which tends at all times to hold theparts in the position in which they are shown, that is with the collar43 closing the ports 35 and 35.

' If now, with the transmission driving in the forward direction in highspeed and the fuel supply to the motor is suddenly out off, the vacuumin the intake manifold operates upon the piston I63, assuming, ofcourse, that the valve I6I is open, and moves the piston to the left inFigure 2. This action moves the arm I to the left in Figure 2, movingthe collar 43 to position where it opens the ports 35 and 36.Immediately these ports are opened, the fluid may be circuand the casingI0, thus breaking ,the fluid couple between the fluid circulatingdevices and their housings, and permitting the entire mechanism to idle.Immediately the vacuum in the cylinder I62 is relieved or destroyed, asby opening up the fuel line to the motor, the spring I61 moves the armI66 to the right, and moves the collar 43 to position 'to close theports 35 and 36, and reestablish the fluid couple between the fluidcirculating devices and their housings and rendering the entiremechanism again effective to drive the driven shaft I8.

The check valve 46 acts as a relief valve should undue strain be placedupon the driven shaft during driving of the device by the fluid couplebetween the fluid circulating device I00 and its housing. The needlevalve 59 serves the same purpose when the driving connection consists ofafluid couple between the fluid circulating device I0 I, and its housing80, while the check valve I30 serves the same purpose in connection withthe fluid circulating device I02 andits housing 90.

One good example of an undue strain which would cause operation of anyof these relief valves is as follows: Assuming that the driven shaft isbeing driven by the fluid couple between any one of the fluid circulat gdevices and its housing, and the operator uld suddenly speed up themotor. In most prdinary transmission gearings, this causes eventransmission of power or buckingj, /as' it is sometimes called.

In the present device, however, this sudden speeding up of the tormerely drives thefluid circulating devices more rapidly, which, while ittends to rapidlybuild up pressure, the same is Y relieved by the properrelief valve and jerky application of power and consequently bucking iseliminated.

From the foregoing it will be readily apparent that the presentinvention provides a novel transmission mechanism which is highlyeflicient, which is selective in the low and reverse speeds, and whichis automatic in the high speed, in which bucking is automaticallyeliminated, and in which the ordinary gear shift lever is eliminated.

. While the invention is herein illustrated as embodied in atransmission mechanism for automotive vehicles having fourspeedsforward, and

one reverse speed, it is to be understood that the invention is not tobe limited to transmissions of any particular type and may be embodiedin many other forms than the one herein illustrated without departingfrom the spirit of the invention.

Having thus described the invention, what is claimed as new and what itis desired to secure by Letters Patent of the United States, is:

1. A transmission gearing comprising a casing, a fluid contained in saidcasing, a driving shaft extendinginto the casing, a hollow countershaftmounted in the casing, said hollow countershaft having ports forestablishingcommunication between the interior of the casing and theinterior of the hollow countershaft, means for driving said countershaftfrom the driving shaft, a'

forming the means for maintaining said gears on the countershaft andmeans carried by said countershaft and selectively operable to close theports thereof for interrupting the free circulation of said fluidthereby to prevent operation of the fluid circulating means andestablish a fluid couple between the fluid circulating means and certainof the gears carried by the countershaft todrive the driven shaft.

a fluid contained in said casing, a driving shaft extending into thecasing, a hollow countershaft mounted in the casing, said hollowcountershaft having ports for establishing communication between theinterior of the casing and the interior of the hollow countershaft,means for driving said countershaft from the driving shaft, a drivenshaft, intermeshing gears carried by the countershaft and the drivenshaft, means carried and operated by the countershaft for circulatingfluidthrough the casing and the ports of the hollow countershaft, saidfluid circulating means forming the means for mounting said gears on thecountershaft and means for interrupting thefree circulation of saidfluid thereby to prevent operation of the fluidcirculating means andestablish a fluid couple between the fluid circulating means'and certainof the intermeshing gears to drive the driven shaft from thecountershaft, said last mentioned means being carried 2. A transmissiongearing comprising a casing,

by the countershaft and movable therealongto close selectively the portsof the hollow countershaft.

3. A transmission gearing comprising a casing, a fluid carried in saidcasing, a driving shaft extending into said casing, a hollowcountershaft mounted in said casing, said hollow shaft having aplurality of ports for establishing communication between the interiorof the countershaft and the interior of the casing, means forcontinuously driving said countershaft from the driving shaft, fluidimpelling means for circulating the fluid in the casing. through thehollow countershaft and the ports thereof, driving gears carried by thefluid. impelling means freely rotatableupon the countershaft; a.plurality of driven gears carried by the driven shaft, means fluidcouple between the fluid circulating means and certain of the drivinggears to selectively render the driving gears of the countershaftoperative thereby to drive the gears of the driven shaft.

4. A transmission. gearing comprising acasing, a fluid carried in saidcasing, a driving shaft extending into said casing, a hollow counter:

shaft mounted in said casing, means for continuously driving saidcountershaft-from said driving shaft, a driven shaft, means forcirculating the fluid in the casing through said hollow countershaftsaid means including a plurality of housings freely mounted on thecountershaft, a driving gear carried by each of said housings; saidcountershaft being provided with ports to pe'rmit of free circulation ofthe fluid, manually operated means for selectively closing the ports ofthe hollow countershaft tointerrupt the free circulation of fluidthrough the countershaft to thereby selectively connect the gearsloosely mounted thereon to the countershaft to be driven thereby, adriven shaft, gears carried by the driven shaft and meshing withthegears carried by the countershaft to drive the driven shaft when thegears on the countershaft are operatively connected thereto, andautomatically.

operating means for connecting the driven shaft directly with thedriving shaft.

5; A transmission gearing comprising a casing,

a fluid contained in said casing, a driving shaft extending intosaidcasing, a hollow countershaft mounted in said casing, saidcountershaft having ports for establishing communication between theinterior of the countershaftand the interior of the casing, means forcontinuously driving the countershaft from the'driving shaft, aplurality of housings freely rotatable upon said countershaft, ports forestablishing communication between the interior of said housings and theinterior of the casing, a driving gear carried by each of said housings,a fluid circulatin means mounted in each of said housings and drivenbythe countershaft for circulating fluid through the hollow countershaft,the casing and the housings, and means for selectively closing the portsof the hollow countershaftto prevent "the housing to operate the drivinggear carried by the housing.

6. A transmission gearing comprising a casing, a fluid contained in saidcasing, a driving shaft mounted in said casing, a countershaft mountedin said casing, said countershaft being hollow and having ports forestablishing communication between its interior and the interior of thecasing, a driven shaft mounted in thecasing, 10 means for continuouslydriving the countershaft from the driving shaft, a plurality of housingsfreely rotatable upon said countershaft, the interior of said housingshaving communication with the interior of the casing, a driving gearcarried by each of said housings, a plurality of gears carried by saiddriven shaft, and arranged thereon in such a manner that there is onegear meshing with a driving gear carried by a housing on thecountershaft, a fluid circulating device mounted in each of saidhousings and operably connected to and rotatable with the countershaft,means carried by each of said housings for operating a fluid circulating'device within the housing to circulate the fluid contained in thecasing, through the hollow countershaft,-the

casing and the several housings, means for selectively checking the freecirculation of fluid by said fluid circulating devices and therebyestablish a fluid couple between a fluid circulating device and thehousing in which it is mounted to drive the housing and its respectivefluid circulating device as a unit and thereby drive the driven shaft bythe gear carried by the housing, and governor controlled means foreffecting a direct driving connection between the driving shaft and thedriven shaft.

7. A transmission mechanism comprising a casing, a fluidcarried in saidcasing, a drivingshaft, a driven shaft, a countershaft, means forcontinuously driving the countershaft from the driving shaft, aplurality of driving gears freely rotatable on the' countershaft, aplurality of gears carried by the driven shaft and meshing with thegears carried by the countershaft, means for establishing a fluid couplebetween the gears freely rotatable on the countershaft and thecountershaft, thereby to drive the driven shaft from the countershaftand means for effecting a direct driving connection between the drivingshaft and the driven shaft, said last mentioned means being automatic inits operation and controlled by the speed of the driven shaft LOUISNIKA.

